Abstract: A magnetic levitation test system and an electromagnet test method. A vehicle-mounted controller (1024), an electromagnet controller, and an electromagnet are subjected to joint test by means of the magnetic levitation test system integrated with a vehicle-mounted controller test bed (102), an electromagnet controller test bed (104), and an electromagnet test bed (106). The running condition of a train can be simulated, and the vehicle-mounted controller (1024), the electromagnet controller, and the electromagnet are subjected to joint test under the simulated running condition of the train. Therefore, the vehicle-mounted controller (1024), the electromagnet controller, and the electromagnet are subjected to function verification, thereby reducing the fault rate when the vehicle-mounted controller (1024), the electromagnet controller, and the electromagnet are used at the same time.

Abstract: The invention relates to a method for connecting a connection piece to a U-shaped ring anchor for a head module for rail vehicles, the head module consisting predominantly of fiber-reinforced plastic material and having an outer shell and the ring anchor consisting of fiber-reinforced plastic material and being arranged in the roof region of the outer shell as a stiffening means. According to the method, connecting elements are fed through the dry or matrix-material-impregnated, unconsolidated fiber reinforcement structure of the ring anchor.

Abstract: A continuous welding method and device for a hybrid welding, a welded finished product and a train body. The method comprises: performing hybrid welding on a groove of a welding piece by coupling a laser and a variable polarity arc; wherein the defocusing distance of the laser is not less than a Rayleigh length of the laser. According to the method of the present disclosure, the power density of the laser on the surface of the welding piece is effectively reduced and the height-width-ratio of the weld seam is decreased, the diameter of the welding melted pore is increased, the voids caused by the collapse of the small pore in the welding melted pore can be effectively reduced, thereby solving the problem that the weld porosity is difficult to escape in the prior art, and reducing the generation of the pores, effectively improving welding stability and reliability, and improving the mechanical properties of the weld seams.

Abstract: A power supply battery and a power supply system for high-speed maglev trains are disclosed. The power supply battery comprises: an electrolyte tank, a plurality of liquid flow pumps, and a plurality of aluminum-air battery reactors. The plurality of aluminum-air battery reactors are sequentially connected in series. The electrolyte tank comprises a plurality of elongate electrolyte grooves. One liquid flow pump corresponds to one aluminum-air battery reactor and one electrolyte groove.

Abstract: A method and device for testing a positioning and speed measuring system main unit. The method includes: obtaining a first simulation signal by simulating an absolute position sensor and a relative position sensor; sending the first simulation signal to a main unit of a to-be-tested positioning and speed measuring system; obtaining a first result calculated by the main unit based on the first simulation signal; obtaining a second result calculated based on the first simulation signal, the second result being a reference result corresponding to the first simulation signal; and determining that the main unit is abnormal if a comparison between the first result and the second result exceeds a first preset range. Therefore, the main unit can still be tested without components including absolute position sensors and relative position sensors, the test process is simple and easy to implement, a test environment can be built without large-scale investment.

Abstract: An active control anti-yaw damper (100) is provided. When a piston (2) of the active control anti-yaw damper (100) reciprocates inside a hydraulic cylinder (1), an interior of the hydraulic cylinder (1) is divided into two cylinder blocks (PA, PB) which communicate with an oil reservoir through two main oil lines respectively to form a primary loop between the hydraulic cylinder (1) and the oil reservoir; a reversing valve (PV3) is installed between the two main oil lines and the oil reservoir and is configured to change a flow direction of the primary loop when the active control anti-yaw damper (100) is in an active mode and adjust a displacement of the piston (2) within the hydraulic cylinder (1).

Abstract: A voltage control method. A train traveling speed can be acquired; a target transformation ratio corresponding to the train traveling speed is determined according to correspondences between train traveling speeds and transformation ratios, the transformation ratio being a ratio of an input voltage to an output voltage; an input voltage is then transformed according to the target transformation ratio to obtain an output voltage, the output voltage being used for driving a train to travel. The correspondences between train traveling speeds and transformation ratios are obtained according to correspondences between train traveling speeds and train traction forces at different transformation ratios. By means of the method, the most suitable transformation ratio can be provided according to a traveling speed of a maglev train, thereby increasing the traction force of the maglev train and improving running efficiency.

Abstract: A bogie of a rail vehicle includes a frame, which includes two box-shaped longitudinal beam main bodies and a transverse beam main body; a wheelset, which includes an axle box, an axle and wheels mounted at two ends of the axle; a drive system, which at least includes a gearbox and a drive motor. Practice has proved that the two axle boxes arranged on the inner sides of the two longitudinal beam main bodies can reduce a volume by about 10%, and reduce a weight by about 10% to 15%, which can further reduce air resistance, and realize energy saving and emission reduction. The longitudinal beam main body is located on an inner side of a wheel, a span of the two the longitudinal beam main bodies is reduced, and the torsional rigidity of the frame is reduced, which is beneficial to improving a curve passing capacity.

Abstract: A cab roof structure, a cab and a rail train are described. The cab roof structure comprises: at least one roof connecting beam disposed on a roof carline; and at least two aluminum honeycomb panels, one roof connecting beam is disposed between every two aluminum honeycomb panels, and each aluminum honeycomb panel is fixedly connected to a left or right side of the roof connecting beam. The cab roof structure has the advantages of high structural strength, light weight, less welding and good manufacturability.

Abstract: A composite material laying structure, a composite material vehicle body, and a composite material laying method, the composite material laying structure comprising a profile provided with multiple quadrilateral cavities reinforced by lap joints after butt joint connection, the quadrilateral cavities comprising square cavities and profile cavities, and the square shape of the square cavities transitioning along the profile into the trapezoidal shape of the profile cavities. The present composite material laying structure employs the laying structure of the composite material profile and a butt joint lap-joint form.

Abstract: Disclosed are an activation control method and apparatus for a railway train. The method includes that: at least one activation request sent by at least one motorman controller of a railway train is received; a number of at least one motorman controller sending the at least one activation request is determined; when there are a plurality of motorman controllers sending the at least one activation request, the railway train is controlled to perform an emergency braking; and when there is one motorman controller sending the at least one activation request, it is determined that a target motorman controller has a permission to control the railway train, wherein the target motorman controller is a unique motorman controller sending the at least one activation request. The present disclosure solves the problem in the related art of potential safety hazard of a double-vehicle activation processing method.

Abstract: A railway vehicle with an aerodynamic lift control device is disclosed. An equipment compartment is formed between a vehicle body bottom plate at the bottom of a vehicle body and a passenger room floor, and the aerodynamic lift control device is provided in the equipment compartment; the aerodynamic lift control device comprises an aerodynamic lift regulation fan and aerodynamic lift air ducts, and an aerodynamic lift regulation air port located within the aerodynamic lift control range is formed in the vehicle body bottom plate; one end of each aerodynamic lift regulating air duct communicates with the aerodynamic lift regulation air port, and the other end communicates with the aerodynamic lift regulating fan; and the aerodynamic lift regulation fan changes the pressure distribution form of the bottom of the train by blowing positive pressure airflow or sucking negative pressure airflow.

Abstract: The invention relates to a bogie for a rail vehicle characterized by a high lightweight construction potential. The bogie (1, 1*, 1**) according to the invention has, for primary suspension, a torsion spring system (12) in the inner volume of which a roll stabilizer having a torsion rod (11) is arranged in a torsionally movable manner. The roll stabilizer can be articulated to the car body of the rail vehicle or to the torsion spring system (12). The bogie (1, 1*, 1**) according to the invention advantageously has a particularly large installation space for built-in components.

Abstract: A bogie of a rail vehicle includes a frame, which includes two box-shaped longitudinal beam main bodies and a transverse beam main body; a wheelset, which includes an axle box, an axle and wheels mounted at two ends of the axle; a drive system, which at least includes a gearbox and a drive motor. Practice has proved that the two axle boxes arranged on the inner sides of the two longitudinal beam main bodies can reduce a volume by about 10%, and reduce a weight by about 10% to 15%, which can further reduce air resistance, and realize energy saving and emission reduction. The longitudinal beam main body is located on an inner side of a wheel, a span of the two the longitudinal beam main bodies is reduced, and the torsional rigidity of the frame is reduced, which is beneficial to improving a curve passing capacity.

Abstract: A method and system for monitoring a rail vehicle are provided. The method includes: a local device acquires current operating data and historical operating data of a rail vehicle from a controller of the rail vehicle, herein the local device, which is connected with the controller, is a portable testing device; the local device obtains fault information according to the current operating data and the historical operating data, herein the fault information includes at least one of a fault code and a fault description; the local device obtains a maintenance plan corresponding to the fault information, herein the maintenance plan is obtained through a remote device or a server side; and the local device maintains the rail vehicle according to the maintenance plan. The disclosure solves a technical problem in the traditional art that a troubleshooting process of a rail vehicle is difficult, and when the rail vehicle has a fault, the fault cannot be solved timely.

Abstract: An assembly-type car body and a rail vehicle. A roof, an underframe, side roofs and side walls of the assembly-type car body are separately formed by assembling double-layer pultruded profiles, and each double-layer pultruded profile comprises an outer plate, an inner plate and cavities formed by separating an interlayer between the outer plate and the inner plate using ribs; the upper edge and the lower edge of each side roof are respectively connected to an edge of the roof and the upper edge of a side wall by means of lapping joints, and the lower edge of each side wall is connected to an edge of the underframe by means of a side wall connector; each side wall connector is a double-layer pultruded profile unit, the upper edge of the side wall connector is connected to the lower edge of the side wall by a plug joint.

Abstract: A composite material laying structure, a composite material vehicle body, and a composite material laying method, the composite material laying structure comprising a profile provided with multiple quadrilateral cavities reinforced by lap joints after butt joint connection, the quadrilateral cavities comprising square cavities and profile cavities, and the square shape of the square cavities transitioning along the profile into the trapezoidal shape of the profile cavities. The present composite material laying structure employs the laying structure of the composite material profile and a butt joint lap-joint form.

Abstract: A suspension frame assembly of a magnetic levitation vehicle, includes multiple suspension frames which are sequentially connected; and each suspension frame includes two longitudinal beam bodies arranged in parallel. A supporting wheel and a holding arm are fixedly provided on both ends of each longitudinal beam body; and two anti-rolling devices mounted between mounting frames of two of the supporting wheels at a same end of the two longitudinal beam bodies; and the two longitudinal beam bodies of one of the suspension frames are respectively hingedly connected to the two longitudinal beam bodies of an adjacent suspension frame; an air-spring arm beam is provided at a hinged part of the two suspension frames, and is mounted on the holding arm of one of the two longitudinal beam bodies which are hingedly connected.

Abstract: A railway vehicle with an aerodynamic lift control device is disclosed. An equipment compartment is formed between a vehicle body bottom plate at the bottom of a vehicle body and a passenger room floor, and the aerodynamic lift control device is provided in the equipment compartment the aerodynamic lift control device comprises an aerodynamic lift regulation fan and aerodynamic lift air ducts, and an aerodynamic lift regulation air port located within the aerodynamic lift control range is formed in the vehicle body bottom plate; one end of each aerodynamic lift regulating air duct communicates with the aerodynamic lift regulation air port, and the other end communicates with the aerodynamic lift regulating fan; and the aerodynamic lift regulation fan changes the pressure distribution form of the bottom of the train by blowing positive pressure airflow or sucking negative pressure airflow.

Abstract: Provided is a method for controlling an anti-yaw damper, including: obtaining lateral acceleration signals of a frame and performing a first preprocessing on the lateral acceleration signals; obtaining a pressure difference between two chambers of an anti-yaw damper piston and performing a second preprocessing of the pressure difference; obtaining an MPPT algorithm objective function value at the current moment and an MPPT algorithm objective function value at the previous moment according to first preprocessing results and second preprocessing results, and comparing the MPPT algorithm objective function value at the current moment with the MPPT algorithm objective function value at the previous moment; and controlling the adjustment direction of an electromagnetic proportional valve of the anti-yaw damper according to the comparison result.